Mercedes-Benz eSprinter: Electric Van Coming to SA in 2024
The updated Mercedes-Benz eSprinter has been confirmed for South Africa. Here’s what to expect from this fully electric van when it touches down in 2024…
Mercedes-Benz Vans South Africa has confirmed the freshly updated eSprinter electric van is scheduled to hit the local market at some point in 2024.
The news comes after the German firm’s local division last year revealed it was studying the feasibility of marketing van-based electric vehicles in South Africa.
“As we embark on a new era of sustainable mobility, we are proud to announce that the eSprinter will arrive in South Africa by 2024. This vehicle will offer a game-changing solution for businesses and individuals looking for a cost-effective, environmentally friendly mode of transportation. This marks a significant milestone in our commitment to creating a more sustainable future for all,” said Nadia Trimmel, President of Mercedes-Benz Vans SA.
The updated eSprinter – which will interestingly be offered with the MBUX system familiar from the passenger-vehicle range – is due to launch in panel-van form in North America in the 2nd half of 2023, before hitting Europe by the end of the year and South Africa by the following year. A cab-chassis variant and other battery variants will “gradually” follow, though these have yet to be announced for South Africa. The vehicle will be produced at the company’s Charleston, Düsseldorf and Ludwigsfelde facilities.
It’s not yet clear whether the chassis-cab version of the eSprinter will be offered locally.
A permanent magnet synchronous electric motor is positioned on the rear axle and weighs “only around 130 kg”, according to Mercedes-Benz Vans. It is expected be available in 2 power outputs: 100 kW or 150 kW, with peak torque of “up to” 400 Nm.
The battery-powered, high-roof panel van can be equipped with what Mercedes-Benz Vans describes as “the largest battery available”, which has a usable capacity of 113 kWh. Based on a simulation using the WLTP cycle, the company says the (provisional) single-change range will be “up to 400 km”, a figure that increases to 500 km when using the WLTP’s city cycle.
Depending on the customer’s “individual range and payload requirements”, a smaller battery pack with a usable capacity of either 56 kW or 81 kW can also be specified. The vehicle’s on-board charger has a maximum output of 11 kW, with the eSprinter able to accept up to 115 kW at fast-charging stations.
Initially, Mercedes-Benz Vans said a new-generation eSprinter would be revealed in 2023, though now it seems the company has pushed this back to a later date, instead handing the electric van a considerable update.
As a reminder, the Mercedes-Benz passenger-vehicle brand has already introduced a raft of all-electric models (including EQA, EQB, EQC and EQS sedan) to South Africa, with yet more (such as the EQE sedan, EQE SUV and EQS SUV) coming…
Wondering just how much the new Ford Ranger Raptor will cost in South Africa? Well, we have pricing and specifications for the Blue Oval brand’s 292 kW double-cab bakkie!
The flagship Ford Ranger Raptor has gone on sale, bringing a potent twin-turbo 3.0-litre V6 petrol engine to the party. With macho looks, a high-output engine and that impressive off-road capability, expect demand to outstrip supply.
As a reminder, the outgoing Raptor is currently priced at R951 900, though that model employs a 2.0-litre twin-turbodiesel engine worth 157 kW and 500 Nm.
The new Raptor, meanwhile, uses a 3.0-litre twin-turbo petrol V6, which drives all four wheels through a 10-speed automatic transmission. Peak outputs for the new EcoBoost motor stand at a whopping 292 kW and 583 Nm.
So, how much does it cost? Well, pricing kicks off at R1 094 900, though note this does not include a service plan. For the record, that makes the new Ranger Raptor the 3rd most expensive bakkie on the local market at launch, behind the Jeep Gladiator (R1 329 900) and the outgoing Volkswagen Amarok 3.0 V6 TDI Extreme (R1 118 200).
The Ford Performance model’s suspension set-up includes a Watt’s link rear end and FOX 2.5-inch Live Valve Internal Bypass shock absorbers. There’s a new permanent 4-wheel-drive system which has gained an electronically controlled on-demand 2-speed transfer case, combined with front and rear locking differentials, while the V6 breathes out through an electronically controlled active exhaust system with modes such as Quiet, Normal, Sport and Baja.
As a reminder, the new high-performance Raptor (like the fresh-faced Everest) is fully imported from Thailand rather than built alongside the standard Ranger models at Ford Motor Company of Southern Africa’s plant in Silverton.
Standard technology and features at this price point are generous. Matrix LED headlights, 17-inch wheels wrapped in 285/70 R17 BF Goodrich all-terrain tyres, a towbar, sports seats, magnesium gearshift paddles, a 12.4-inch digital cluster, a 12-inch centrally sited touchscreen, Apple CarPlay and Android Auto, USB-A and USB-C ports (front and rear), wireless charging, a USB port on the rearview mirror (to power an action camera, dashcam or GPS), a 10-speaker Bang & Olufsen sound system and a 400-watt inverter are all included.
When it comes to safety, the new Raptor features a 360-degree camera, electronic stability control (ESC) with traction control, hill-launch assist, hill-descent control and a lane-keeping system (with lane-keeping alert, lane Keeping aid and road-edge detection).
There’s also adaptive cruise control. Pre-collision assist with dynamic brake support, forward collision warning and automated emergency braking will take over if the driver doesn’t react and apply the brakes. There’s even the fully automatic Active Park Assist 2.0 which helps the driver fit the vehicle safely in tight spaces at the press of a button.
Customers can choose from a range of colours such as the flagship Code Orange as well as Conquer Grey, Arctic White, Absolute Black, Blue Lightning, Aluminium Metallic, Meteor Grey and Sedona Orange.
How much will the new Ford Ranger Raptor cost in South Africa?
Ranger Raptor 3.0L V6 EcoBoost 4WD 10AT
R1 094 900
A 4-year/120 000 km warranty, 4-year/unlimited km roadside assistance and 5-year/unlimited km corrosion warranty are included, but bear in mind that the price excludes the cost of a Ford Protect service or maintenance plan (for up to 8 years or 165 000 km), which buyers must pay for separately.
Previous-generation Ranger derivatives came standard with 6-year/90 000 km service plans (at least until Ford Motor Company of Southern Africa unbundled the prices recently. A representative of a local Ford dealer told us that a service plan of that duration and distance now costs an additional R18 740.40 (incl VAT), while a comparable maintenance plan will cost R31 869.75 (as quoted in February 2023).
In practice, however, buyers are more likely to purchase 3- or 4-year plans, which are more affordable. The recommended service interval is 15 000 km (or annually), while the warranty can be extended up to 7 years or 200 000 km, while the roadside assistance can be extended for an additional 1 or 2 years.
It’s Official: Kia Rio to Exit South Africa at End of 2023
First the Fiesta, then the Micra. Now this? Yes, the Kia Rio nameplate will exit South Africa at the end of 2023, after 22 years on the local market. Here’s why it’s leaving…
The Kia Rio nameplate will be “phased out” of the South African market towards the end of 2023, with the firm’s local division confirming the news in a statement to Cars.co.za.
So, what’s the thinking behind the decision to cull what has become one of the automaker’s most recognised badges in South Africa over the past 22 years? Well, Kia Motors South Africa effectively has no choice in the matter, as the next-generation model will not be produced in right-hand drive.
It’s the same reason the Soul was discontinued in SA back in 2019. As an aside, the C-segment Cerato was pulled from the local line-up towards the end of 2018, despite still being built in right-hand-drive form.
The Rio is set to ride off into the sunset (locally, at least) towards the end of 2023.
But back to the Rio. The South Korean firm’s local distributor says it has secured “sufficient stock” of the supermini – which is known as the Pride in its home country and the K2 in China – to fulfil South African demand for the rest of the year. According to overseas reports, production of the current model will wrap up towards the middle of the year.
“This model has come to the end of its lifecycle, and will eventually be phased out of our model line-up in South Africa. However, I can confidently say that we will have sufficient stock and will continue to retail the Kia Rio for the remainder of 2023,” a Kia Motors SA spokesperson told us.
Of course, it’s worth noting automotive brands in South Africa are obliged to stock and supply parts for any model for at least 10 years after it is discontinued, so current Rio owners (and indeed anyone who purchases a new Rio for the remainder of the year) should have no immediate concerns about aftersales support.
The current Rio line-up comprises as many as 9 derivatives, priced from R299 995 through to R383 995. All feature the 5-door hatchback body style, with the sedan version having been put out to pasture (in previous-generation form) back in 2018. The current hatch model launched locally in mid-2017, with the refreshed version touching down at the end of 2020. Production of the original Rio commenced in 1999, though it arrived in SA only in 2001.
Though the Rio has long been a solid sales performer for Kia Motors SA, the market’s shift towards crossovers has seen its tally shrink somewhat, compared with a few years back. In 2022, for instance, 3 511 units (down from 3 907 units in 2021) of the Rio were registered locally, translating to a monthly average of 293 units.
Still, that was enough to make it Kia’s 2nd best-selling passenger vehicle in 2022, behind the Picanto (7 133 units). Yes, the Rio outsold the higher-riding, Indian-built Sonet (3 319 units) and Seltos (2 502 units) last year, while also finishing ahead of the Chinese-built Pegas sedan (2 015 units). In January 2023, however, the Rio (141 units) found itself behind the Picanto (640 units), Sonet (357 units), Pegas (188 units) and Seltos (181 units).
The Rio isn’t the first well-known B-segment hatchback to have its time on the local market cut short in recent times. Back in September 2022, Nissan South Africa confirmed to us it had discontinued the Micra locally, while Ford told us in March 2022 it had scrapped the Fiesta, a decision that has since been extended worldwide. Even the Kariega-built Volkswagen Polo hatch is seemingly facing an uncertain future, particularly in Europe (VW SA, though, says it will continue to build this model “beyond 2025”).
The ORA is coming! Will this be SA’s cheapest electric car? (Detailed Preview)
With every single EV on our market, except for the MINI Cooper SE, costing well over R1million, the Ora Good Cat has the potential to open EV motoring to a much wider audience in our country. Let us tell you everything you need to know about the incoming fully electric ORA from GWM.
How much will the ORA Cat cost in South Africa? Well, GWM SA are still working on the pricing, but we can use Australian pricing and some speculation to arrive at projected figure, which we detail in this video.
How much range does the ORA Good/Funky Cat offer? The model is offered in two battery sizes, offering very impressive range of up to 420km on the WLTP cycle.
When will the ORA Cat launch in South Africa? Later in 2023.
Mercedes-AMG A45 S and A35 (2023) Price & Specs
The facelifted Mercedes-AMG A45 S and A35 and are on their way to South Africa. Here’s how much you can expect to pay for Affalterbach’s updated high-performance A-Class models…
Back in October 2022, Mercedes-Benz revealed the facelifted A-Class range (despite the nameplate’s seemingly uncertain future), including updated versions of the Mercedes-AMG A45 S and A35. Now, ahead of the arrival of these all-paw, high-performance compact models in South Africa, we can bring you local pricing. From what we understand, the refreshed A-Class line-up is likely to hit local dealers at some point in the 2nd quarter of 2023.
According to Mercedes-Benz SA’s website, the updated A35 hatchback will start at R1 112 448, while the sedan version will kick off at R1 006 041. Interestingly, that makes the hatch more expensive than the sedan, which wasn’t the case with the outgoing pre-facelift models. In addition, we should point out these latest prices appear not to include a maintenance plan.
What about the Mercedes-AMG A45 S? Well, Affalterbach’s apex hot hatch will kick off at R1 256 243, though specifying the new AMG Street Style Edition package (complete with edition-specific foiling and fluorescent orange accents, as pictured here) will add a further R164 610 to the price. That base figure, however, is a touch lower than that of the outgoing A45 S; again, we’re assuming this is due to the absence of a standard maintenance plan.
Options galore for the Mercedes-AMG A45 S and A35
Of course, there are all sorts of extras available, too. In the case of the both the A45 S and the A35 twins, buyers can choose from a range of optional style packages, including the AMG Aerodynamics package (R27 400), and various alloy-wheel designs. A panoramic sliding sunroof will set you back R16 400, while there are plenty of interior upholstery and trim options on offer, too.
There’s also the AMG Ride Control Suspension upgrade, which will cost you an extra R24 000. Should buyers prefer not to trawl through the list of individual options, a trio of pre-set equipment packages is available. The Advanced Plus package is included in the purchase price, while the Premium package (R35 000) and Premium Plus package (R90 000) cost extra and include all manner of interesting kit.
What powers the Mercedes-AMG A45 S and A35?
While the turbocharged 2.0-litre, 4-cylinder petrol engine in the A45 S is unchanged (still sending a whopping 310 kW and 500 Nm to all 4 wheels via an 8-speed dual-clutch transmission), the 225 kW/400 Nm unit in the A35 twins has been tweaked slightly. Yes, the 35-badged models – now standard with an 8- rather than 7-speed dual-clutch cog-swapper – each gain a 48-volt electrical system and a belt-driven starter-generator, with this mild-hybrid technology providing a brief power boost of 10 kW.
Despite the temporary extra shot of power, the revised A35 hatch will hit 100 kph from standstill in an unchanged (claimed) 4.7 seconds, with the saloon body style again taking a tenth of a second longer. The A45 S, meanwhile, will complete the obligatory sprint in a likewise unchanged but suitably rapid 3.9 seconds.
Design changes for Affalterbach’s compact models
The AMG-fettled A-Class models gain revised headlamps, an AMG-specific grille and a round badge with the AMG emblem (rather than the Mercedes star with a laurel wreath). In addition, A35 models score the front apron and power bulges familiar from the A45. There are also fresh wheel designs, a new rear spoiler lip and revised taillamps.
Inside, you’ll find an AMG Performance steering wheel, while the AMG Performance seats are now also available in sage grey. Then there’s the latest generation of the MBUX infotainment system, featuring “increased performance”, the integration of a fingerprint sensor, more USB charging power and an updated AMG-specific screen design.
How much will the Mercedes-AMG A45 S and A35 cost in SA?
Mercedes-AMG A35 hatch 4Matic: R1 112 448
Mercedes-AMG A35 sedan 4Matic: R1 006 041
Mercedes-AMG A45 S hatch 4Matic+: R1 256 243
Mercedes-AMG A45 S hatch 4Matic+ AMG Street Style Edition: R1 420 853
According to Mercedes-Benz SA’s website, the above prices do not include a maintenance plan, which the customer “shall be entitled to include in the purchase” of the vehicle. However, a 2-year/unlimited km warranty is included.
The Mahindra Scorpio-N – a new 7-seat adventure SUV with a value-for-money price tag – has arrived in South Africa. We headed to the West Coast to sample the model.
Now sporting “N” badging, the all-new body-on-frame model ramps the Scorpio concept up to the, um, Nth degree. In other words, all of the rugged off-roader’s good traits have been enhanced further.
The Scorpio name is legendary in its domestic market (India), where more than 800 000 units have been sold since 2002, and in South Africa, more than 6 000 units have found homes. Plus, there’s a lot of buzz about this new model; when Mahindra India revealed it, it received 100 000 orders in the first 30 minutes.
Mahindra SA has an interesting strategy right now… If you want a modern, stylish and well-appointed medium SUV (with a 7-seat configuration, no less), then you can look to the XUV 700, which this author assessed during the 2022/23 holiday season. However, if you’re the adventurous type and want to go “off-grid”, traverse 4×4 trails or simply explore the bundu, then the Scorpio-N could be your port of call.
A body-on-frame setup with low-range capability: that’s a recipe for adventure.
What’s New?
The Mahindra Scorpio-N looks familiar, but it’s all-new from the ground up. Again, it’s based on a body-on-frame configuration but, impressively, it was the first vehicle of its kind to score 5 stars in Global NCAP crash testing, which suggests the brand invested substantially in improving the model’s structural rigidity. There’s a double wishbone suspension up front and a Pentalink (Watt’s linkage) setup at the rear.
Mahindra claims the Scorpio-N offers best-in-class cabin space (but does not state a claimed luggage capacity), with generous equipment and feature levels across the range. Some of the highlights include the excellent Sony audio system, a sizeable infotainment touchscreen that’s Android Auto/Apple CarPlay compatible, a wireless charging pad, USB ports (front and rear), and a mercifully potent climate control system that dealt ably with the searing temperatures (beyond 40°C) we experienced on the West Coast.
Customers can choose between 6 exterior colours, while the cabin trim is a rich chocolate brown/black combination, with imitation leather seats on the higher trim levels. While it may not appeal to all tastes, the colour scheme is certainly more interesting than a plain black or beige interior. There is seating for 7.
The cabin is well-appointed with plenty of luxury features.
What’s on Offer?
From launch, there’s a solitary powertrain for the 4×2 and 4×4 derivatives, with 3 trim levels to choose from. The engine is an updated version of Mahindra’s mHawk 2.2-litre 4-cylinder turbodiesel, which produces outputs of 128.6 kW/400 Nm and is mated with a 6-speed automatic transmission. Mahindra claims a consumption figure of 6.9 L/100 km, but it’s unclear for which version (4×2 or 4×4) that is.
All derivatives have selectable drive modes, cutely named Zip, Zap and Zoom, while the 4×4 derivative we drove additionally featured off-road settings called 4EXPLOR, which incorporates self-explanatory modes such as Normal, Grass/Snow, Mud/Ruts and Sand. The Scorpio-N is primarily rear-wheel driven, but drivers of all-paw versions can switch between two-wheel drive (2H), 4 high (4H) and 4 low (4L).
Although its predecessor was a rough-as-guts off-roader, the Scorpio-N looks much more upmarket.
What’s the Mahindra Scorpio-N like to drive?
First impressions count for a lot and while the Scorpio-N’s overall design suggests a “generic boxy 4×4”, we liked the imposing and premium stance of Mahindra’s newcomer. Those daytime-running lights at the front are eye-catching and, when clad in the right colour (we might add), the vehicle really looks the part.
When you climb inside, you’ll find the cabin looks and feels reasonably well assembled, although there are some cheap materials, like the tops of the seatbelts. For what’s essentially a 4×4 adventure vehicle, the Scorpio-N has flashes of luxury and comfort, such as a sunroof – a virtual “must-have” in our market.
On-road refinement is acceptable for a ladder-frame-based vehicle.
Our launch route took us into the Western Cape’s West Coast region, towards the seaside town of Port Owen. There’s no shortage of power from the Scorpio-N’s tried-and-trusted 2.2-litre turbodiesel motor, with eager throttle responses and reasonably smooth gearshifts. The driver’s seat is comfortable and commanding – you get an excellent view of your surroundings, which is just as well, because the quality of the front and rear camera isn’t great. The rest of the features and trim quality are pretty good, though.
However, like most tall body-on-frame SUVs, the Mahindra Scorpio-N’s ride quality was a little on the jittery side on urban roads (especially poorly maintained ones), but it improved/settled once we hit triple-digit speeds on the open road. Overall, the new model’s on-road demeanour is markedly better than that of the outgoing Scorpio, which we would best describe as, well, agricultural. Refinement and comfort have clearly been improved; while there is still a bit of body roll, it’s nowhere near as wallowy as before.
The Scorpio-N is at its happiest off the tar.
The steering setup is surprisingly light and direct for this kind of vehicle. We’re accustomed to quick and pointy steering setups in hatchbacks and sportscars, so it took a while to get used to it in the Scorpio-N.
We also spent some time riding in the back of the vehicle, where we were impressed with the generous legroom afforded to passengers in the second row, who also get their own climate control dial and a USB-C port to charge their devices. As for the rearmost row, it’s comfortable enough to accommodate adults on short trips and perfectly suited for 2 kids; but, as to be expected, luggage space is limited, and the 3rd row doesn’t fold totally flat (as it does in the XUV 700), so that’s a drawback of the Scorpio-N…
Okay, but what about the newcomer’s off-road capabilities? Well, Mahindra was not going to let us drive on the open road only; we were sent to the Klein Tafelberg training facility! It’s not your average 4×4 trail and features some challenging climbs, descents and what feels like more sand than in Namibia. Only the toughest, dedicated 4×4 vehicles are able to traverse such terrain, and yet, the Mahindra Scorpio-N was able to complete the course, despite having only 187 mm of ground clearance and road-biased tyres.
The key factors at play were the clever automatically-locking diff and the selectable off-road modes. When its low range was engaged, the Scorpio-N performed admirably; it impressed even the 4×4 course instructors, some of whom admitted they thought they’d be recovering stricken Mahindras on the day.
The Scorpio-N is accomplished in off-road conditions – certainly more than we thought it would be.
How much does the Mahindra Scorpio-N cost in South Africa?
The new Scorpio-N derivatives are sold with a 5-year/100 000 km service plan and a 5-year/150 000 km warranty. It’s interesting to note that the prices below will only be valid until the end of March 2023.
Scorpio-N 2.2D Z4 6AT 4×2
R465 000
Scorpio-N 2.2D Z8 6AT 4×2
R510 000
Scorpio-N 2.2D Z8 6AT 4×4
R560 000
Scorpio-N 2.2D Z8L 6AT 4×4
R590 000
Summary
The Scorpio-N is far more capable than its family looks suggest.
Following hot on the heels of its impressive XUV 700 sibling, the Mahindra Scorpio-N seems destined to resonate with local consumers. In the South African market, the high-end derivatives of legacy brands are in real danger of losing their relevance due to rapid new-car price inflation; car buyers are crying out for rugged, dependable and family-orientated vehicles that do it all, but don’t cost the earth to buy.
We recently spent a month driving the stylish, comfort-focused XUV 700, so the Scorpio-N felt a tad unrefined by comparison, but our minor gripes with it can be easily forgiven when you experience the latter’s off-road prowess and consider its keen price tag. You simply won’t be able to purchase an automatic, 4×4-capable, 7-seat SUV for under R600 000 unless you shop for a used/demo vehicle. Given its 5-year warranty and service plan, the Scorpio-N looks to be one of the bargains of 2023.
Haval Motors SA, which only recently added hybrids to its line-up, will soon take the huge step to offer an all-electric brand in South Africa. Could the GWM Ora be our market’s first truly affordable battery-electric vehicle? We drove the model in Australia.
Haval Motors SA – the local subsidiary of Chinese automotive giant Great Wall Motors (GWM) – looks on course to have a bumper year in 2023. S- and Hybrid (HEV) versions of the Jolion small crossover have reached showrooms and luxury off-roader brand Tank is coming soon, with the 300 model pencilled in for a mid-year arrival. Also in the product pipeline: an all-electric car… meet the oh-so-cute GWM Ora.
The South African new-vehicle market is crying out for an affordable BEV.
Now, there’s been some confusion regarding the newcomer’s name. Ora has existed as the all-electric sub-brand of the GWM group since 2018 and it has produced a variety of models; in other markets, the hatchback you see here is known as the Good- or Funky Cat, while a retro-inspired (think New Beetle-like) variant is named Punk- or Ballet Cat, and the fastback version bears the moniker of Lightning Cat.
At the time of writing, the naming convention for our market wasn’t finalised, but we reckon Mzansi will follow the Australian market’s example – the hatchback will be called the GWM Ora (effectively make, model and derivative rolled into one), while the sportier-looking fastback will bear the Ora Sport badge.
In images, the GWM Ora looks like a cute little city car, but it is, in fact, more of a compact model: 4 235 mm long, 1 603 mm wide and 1 825 mm high, with a smallish 211-litre load bay. Those dimensions make it roughly the same size as a Volkswagen T-Cross! If you’re comparing like-for-like, the Ora is bigger than its natural rival, the Mini Cooper SE. The rear styling is quirky and, indeed, funky – a great talking point.
The comfortable partial leather seats in the GWM Ora.
The GWM Ora produces peak outputs of 126 kW and 250 Nm and is available with either a 48-kWh or 63-kWh lithium-ion battery. Naturally, one of the most important questions concerns the model’s range.
The 48-kWh Ora is claimed to have a range of 320 km based on WLTP, while the 63-kWh version is said to travel 100 km further (420 km). Performance? Ora reckons you’ll be able to zip from 0 to 100 kph in 8.3 sec and, as for charging, you can go from 10-80% in 41 minutes (when using an 80-kW DC charger).
Comparisons with the Mini Cooper SE are inevitable; the Oxford-based brand’s battery-electric vehicle (BEV), which we reviewed last year, produces 135 kW/270 Nm and has a 33-kWh battery, which gives it a theoretical range of 215 km. The Mini’s range is notably shorter than what’s claimed for the GWM Ora, although it’s a second quicker from 0-100 kph (7.3 sec). The cars’ stated luggage capacity is identical(!) and the Cooper SE can be recharged from nearly 0% to 80% in 35 minutes (when using a DC charger).
Photos disguise the GWM Ora’s size… it’s bigger than it looks.
First impressions of the GWM Ora
To reiterate, photos really don’t do the (adorable) GWM Ora justice. It’s a far bigger car than I expected and, courtesy of its dedicated electric-car platform, it has superior interior packaging to a similarly sized car with an internal-combustion engine (ICE) or a BEV based on a car that is usually powered by an ICE.
When I climbed inside the GWM Ora, I was immediately impressed with its head- and shoulder room, as well as its spacious rear bench. I’m 1.91 metres tall and was able to sit comfortably behind the driver’s seat that had been set up for my driving position – this a genuinely family-friendly compact hatchback!
The GWM Ora not only has 5 doors – it has enough space to accommodate 5 occupants.
There’s a plush, modern and upmarket feel to the GWM Ora’s cabin. The seats are trimmed in diamond-stitched leather and faux suede – a classy touch, even if some of the plastics are, well, a bit plasticky. All in all, fit-and-finish is great; the transmission dial and some of the switchgear are from Haval models.
While the standard features list of SA-spec vehicles has yet to be confirmed, the Australian-spec GWM Oras we drove came fully loaded. Features included 18-inch alloy wheels, a 10.25-inch infotainment touchscreen and digital instrument cluster combo, USB ports front and rear, a wireless charging pad, selectable drive modes, LED lighting, climate control (auto aircon) and 60/40-split folding rear seats.
There’s a pleasant minimalist feel to the infotainment system, which has a crisp, clear display. Thanks to its simple and uncluttered menu layout, its user experience feels similar to that of a high-end smartphone.
A clean and simple instrument cluster, flanked by a neat infotainment touchscreen.
What’s more, the cars were fitted with an abundance of semi-autonomous safety features, including adaptive cruise control, traffic-jam assistant, lane-departure warning, lane keeping- and smart collision avoidance assist, rear cross-traffic alert with auto emergency braking, fully auto parking, a reverse-view and 360-degree cameras, plus traffic-sign recognition. The Ora has a 5-star Euro NCAP safety rating.
What’s the Ora like to drive?
The GWM Ora delivers an effortlessly smooth driving experience.
Our test drive took place at the Anglesea Automotive Research Centre in the State of Victoria, southwest of the city of Geelong, and it was conducted on a test track that simulated an open road. I know, I know, it sounds like a rather boring course, but at least there were a few corners towards the end of the route…
One of the coolest things about the GWM Ora is that it has no start button. You simply climb in, close the driver’s door, put your seatbelt on, engage Drive and away you go. Like most city-biased BEVs, the car’s handling is light ‘n’ easy at lower speeds, but if you make it corner at a brisk pace, it tends to lean a bit.
The GWM Ora doesn’t excel at driver involvement; the ride quality is firm, but the steering’s a bit lazy.
In fact, it was surprising to experience so much body roll in the GWM Ora, because one would expect the BEV’s relative heft and ultra-low centre of gravity to negate such a top-heavy feeling; it feels quite tall.
The steering could be a bit quicker and more responsive, but we appreciated that the ‘wheel needed little effort to twirl – this car is primed for city driving! As for the ride quality, it felt on the firm side of pliant, but our test route consisted of very smooth roads, which didn’t reflect real-world conditions. We also noticed quite a bit of road noise, but we’ll look out for this again when the model makes its local debut.
Again, we didn’t spend much time at the ‘wheel of the GWM Ora (not enough to get to know it well), but it was a good chance to get a preview and early understanding of what’s coming to Mzansi later in 2023.
Summary
The GWM Ora vs the Mini Cooper SE: which one will be the most affordable?
Given South Africa’s unreliable electricity supply, the announcement that a new electric-car brand is coming to our market may seem, well, ill-timed – and we expect the news to be lambasted on social media – but if you think deeper, the market needs a well-priced and nicely-packaged BEV hatchback.
There are now many more public charging stations available (in our major metro areas) than you might realise and some of them even have solar backup. BEV customers know exactly what they’re getting into and most will have adapted their lifestyles accordingly (to have some form of alternative power solution).
Expect to see the GWM Ora arrive in the 2nd half of 2023.
Of course, if the GWM Ora is to succeed, its local pricing and, to a lesser extent, its range will be key factors. As long as (already expensive-to-make) BEVs are subject to higher import duties in South Africa (whereas they’re subsidised in developed countries), affordability is always going to be a sticking point.
However, Haval Motors SA will have a golden opportunity to steal the title of “South Africa’s cheapest all-electric car” from the Mini Cooper SE which, at R742 000, has a claimed range that is some way off the Ora’s stated figure. If GWM could bring Ora in for, say, closer to R700k, it’d be an intriguing proposition.
The GWM Ora does have its quirks, but its novelty and cuteness factors are undeniable – we can’t wait to drive it on local roads. Despite the negativity around electric cars in South Africa, Haval Motors SA may reap the benefit of joining Mini in the compact BEV market sooner rather than later. Watch this space!
Order books for the Volvo C40 Recharge are now open with first customer deliveries expected in the third quarter of 2023. Take a look at what you can expect from the newcomer.
Volvo’s EV footprint is growing in South Africa and the Swedish firm is planning to introduce its electric C40 Recharge crossover in the first half of 2023.
The Volvo C40 Recharge crossover will be the smallest EV in Volvo’s current lineup and will, according to Volvo Car South Africa’s Managing Director, Greg Maruszewski, prove popular with local buyers who are looking to make the switch to fully electric vehicles.
“Our initial allocations of both the XC40 Recharge and XC40 Recharge Twin were snapped up in double-quick time. We expect the new C40 Recharge to resonate just as strongly with South Africans looking to switch to battery-powered vehicles,” said Maruszewski.
What powers the Volvo C40 Recharge?
The Volvo C40 Recharge will be the third electric Volvo to be offered in South Africa.
The Volvo C40 Recharge is powered by 2 electric motors, one over each axle, and supplemented with a 78 kWh lithium-ion battery pack that offers up to 444 km on a single charge (WLTP). The C40 Recharge offers outputs of 300 kW and 660 Nm and is capable of accelerating from zero to 100 kph in 4.7 seconds.
The C40 Recharge is also the first Volvo to be free of leather and the model carries a 5-star Euro NCAP safety rating.
Hatchbacks like the Renault Clio used to be the lifeblood of South Africa’s new-vehicle market, but now, small crossovers are all the rage. Is a compact hatch still a feasible everyday car? We spent an extended period with the Clio 1.0 Turbo Intens to find out.
When I was starting out in the motoring journalism game (oh, about 15 years ago), one of my editors told me: “Never start a story with a history lesson, because it immediately bores every reader that’s not a car anorak.” Suffice it to say, I’ve done my utmost to stick to that rule without ever questioning it.
Nevertheless, I still struggle to fathom how the B-segment hatchback (or “supermini”) went from being the default option for young professionals – with a plethora of models to choose from – to a segment that launched a mere 4 models last year (facelifted Volkswagen Polo, new Renault Clio, Toyota Starlet facelift and Toyota Corolla Hatch) and that’s the entire spectrum – from premium- to budget offerings.
Of the 5 generations of the Renault Clio, South Africa has experienced every one since the 2nd model.
Of course, many of those Clio rivals are still available (such as the Hyundai i20, Kia Rio, Suzuki Baleno, Citroen C3, Peugeot 208, Honda Fit (Jazz), Mazda2 and Opel Corsa), but in very reduced ranges. What’s more, a look at the latest sales charts suggests the venerable Polo and Starlet (a clone of the Baleno) account for most of the sales. Compare that to the wide range of small crossovers/compact SUVs that are now available (and the depth of their ranges) and you’ll quickly see that “softroaders” are in vogue.
So where does that leave the venerable compact hatchback? Well, after a month of driving the Clio 1.0 Turbo Intens, I can’t say I preferred it any less than an SUV (or pseudo-SUV, as cynics would say).
The Clio’s design shows a more premium and modern design.
The Renault Clio’s design has always resonated with me and the 5th-gen model looks the part too; it is immediately distinguishable on the road. The pair of large C-shaped LED daytime-running-light clusters are integral to Renault’s contemporary design language, but you’ll either love or loathe them. Isn’t it a bit of a risk to add divisive elements to a model that is supposed to appeal to as many buyers as possible?
But, as I said, the Renault Clio 5 is distinctive and its silhouette is stylish and sleek. In typical Clio style, the rear door handles are hidden neatly away in the rear passenger window surrounds. In other words, you get the benefit of coupe-like styling without losing access to the hatchback’s 5-door practicality.
Renault Clio’s new engine
Renault’s compact hatchback now puts out more power and torque from its 1.0-litre turbopetrol motor.
This generation of the Renault Clio still uses a 1.0-litre 3-cylinder turbopetrol engine, but it’s a more powerful unit that produces 74 kW and 160 Nm and is mated exclusively with a 5-speed manual gearbox. I found the 1.0 Turbo Intens suitably nippy off the mark and its power delivery was quite smooth.
If you’ve never driven a car with a small turbocharged engine before, its powertrain tends to require a bit of familiarisation. You don’t want to rev it too hard because there isn’t much “kick” available after around 3500 rpm; after that point, it sounds (and, frankly, performs) like a wheezy hairdryer. You want to keep the revs low and use the torque to build momentum – that’s also how you get the best fuel economy.
Manufacturers used to claim ambitiously low fuel efficiency figures for their compact hatchbacks (with small turbo motors) and that’s partly why global fuel-economy tests were changed in recent years (that’s a story for another time). The Clio’s updated motor is said to consume 5.7 L/100 km (based on the new WLTP test standard) and, after travelling 1 000 km (of entirely inner-city driving), the 1.0 Turbo Intens indicated a consumption figure of 6.2 L/100 km, which was impressive! However, we anticipate that if you do more freeway driving (in the fast/er lanes), that number may rise due to the Clio’s lack of a 6th gear.
Infotainment and connectivity in the Renault Clio
The cabin is well-specced with a feature-rich infotainment system.
Renault has always done a good job of offering up-to-date connectivity options in its models. The user-friendliness of those systems has gradually improved through the years and, given the proliferation of touchscreens, most people with smartphones can work their way around modern infotainment setups.
The Clio’s portrait-oriented infotainment touchscreen is nicely positioned in the centre of the fascia and it has a crisp display, replete with easy-to-access functions. Android Auto and Apple Carplay connect with a single press of a button and you can quickly zip in and out of those systems to access the radio/car settings functions without needing to tap multiple times to exit applications.
The screen could be a little more sensitive, because it requires a solid prod at times to make selections. It’s also nice to have 2 USB ports up front, as well as a wireless charging bay for quick battery top-ups.
The Renault Clio’s practicality
At 391 litres, the Clio has a larger load bay than most competing compact SUVs.
It might seem odd to add practicality under the “likes” section of a review of a compact hatchback, but the Renault Clio’s load bay is decidedly large for its segment. The load bay’s stated capacity is 391 litres and, if you compare it to that of a similarly priced crossover, you’ll find the French hatchback’s “boot” is larger than favourites such as the Toyota Urban Cruiser, Volkswagen T-Cross and Hyundai Venue.
The amount of occupant space in those vehicles (which is to say leg-, shoulder- and headroom) is quite similar to that of the Clio as well, so it’s something to consider if practicality is high on your priority list.
It was also a cinch to find a driving position that suited me to a tee. The steering column offers plenty of range of rake- and reach adjustment, plus the driver’s seat can be adjusted for height. Unlike some of the compact SUVs that may be considered Clio rivals, the Renault offers excellent lateral seat support.
What’s not to like about the Renault Clio
The Clio range currently offers no auto – only a 5-speed manual.
While I like the Renault Clio’s engine – and its fuel efficiency – the lack of an automatic derivative in the range is a drawback. We understand the lack of an auto version is due to the unavailability of stock, so hopefully, Renault South Africa will be able to acquire some autos (if it sees value in bringing them in).
The manual ‘box could also do with a 6th gear, even just for the sake of better cruising refinement. When travelling at the national speed limit on the highway (120 kph), the engine’s revs hover around 3 300 rpm and I think if the 1.0 Turbo Intens had a 6th gear, that number may drop 400 rpm – and save some fuel.
Driver involvement
I can live with the manual gearbox, because I don’t often have to sit in traffic and generally do my best to navigate via Google Maps or Waze to avoid congestion… However, I imagine that I’m constantly in a race against the navigation app’s expected time of arrival; I know it’s a bit silly, but that indicated ETA is like a target that I have to beat! Now, while the Renault Clio – with its spirited engine and manual ‘shift – eggs you on to have a bit of fun, it doesn’t quite deliver that pocket rocket thrill that previous-gen models did.
Yes, the engine is better and it’s a decidedly nippier car than its predecessor, but it’s not as fun to lean on as the older models that cemented the Clio’s reputation for characterful handling. I’d say it’s more like the VW Polo now than the cheeky, playful hatch it was – more refined, comfortable and business-like.
To be fair, if Renault wants to sell loads of Clios globally, it’s probably advisable to produce a model that’s a little more forgiving and sedate, but the new hatchback feels like a departure from the Clio heritage.
Summary
If you don’t absolutely need a crossover, the Clio is a well-rounded product now.
There’s a lot to like about the flagship Renault Clio, considering its price tag. When you consider its rivals in the hatchback and compact SUV segments, the 1.0 Turbo Intens is both feature-rich and competitively priced. The new-gen car is also more upmarket than the model it replaces – the cabin’s switchgear is more substantial and it feels better made, thanks to the application of nicer grades of trim materials.
For those who don’t seek the added ground clearance of a compact SUV, the Clio 5 is quite a practical car with a big load bay and more than enough occupant space. There’s no shortage of connectivity options and, on road, it feels comparatively composed compared with its small-crossover competitors.
Most buyers may desire an automatic transmission in a new car at this price point, so until Renault South Africa is able to furnish us with one (again, it is coming), the Clio’s a bit hamstrung in that regard.
10 Top-Selling Vehicles to SA’s Rental Industry in January 2023
Which vehicles benefitted most from sales to South Africa’s rental industry in January 2023? Let’s take a look at the fleet favourites…
While a sale is a sale, it’s worth noting some models rely more heavily on new-vehicle registrations in the rental industry than others. For the record, the rental channel represents a considerable portion of South Africa’s monthly new-vehicle sales, accounting for 12.1% of the total reported figure of 43 509 units sold in January 2023.
The influence of rental-fleet buyers is even more significant in the passenger-vehicle space, with sales through this channel accounting for 16.2% of 31 072 registrations in the opening month of the year. In short, there are sizeable volumes to be had in this part of the market.
So, which vehicles were most popular with SA’s rental industry in January? Well, we’ve sorted through Naamsa’s sales statistics and picked out the 10 top-selling vehicles to rental companies last month. Interestingly, Suzuki had 3 models in the top 10 … or 4, if you count the Starlet the company builds for Toyota.
Having placed 3rd on the list of South Africa’s best-selling vehicles overall in January with a figure of 2 037 registrations, the aforementioned Baleno-based Toyota Starlet was the strongest-selling model through the rental channel, where 777 units (or 38% of its total) were reported. Next came the 10-year-old Nissan Almera sedan, with 511 units (or a whopping 65% of its 785-unit total).
The Suzuki Swift (456 units out of a total of 1 499) took 3rd place, just ahead of the locally built Toyota Corolla Cross (425 units out of 2 042), which grabbed the title of SA’s best-selling passenger vehicle for the month. The Renault Kwid (342 units out of 657, or 52%) slotted into 5th position, while the Volkswagen Polo finished 6th, with 283 units (out of its total of 1 144 units) sold to rental buyers.
The Kia Picanto (256 units out of 640) placed 7th, a mere 4 registrations ahead of the Volkswagen Polo Vivo (252 units out of 1 054). The 2nd sedan on the list was the 9th-placed Suzuki Dzire (250 units out of 510), while the Suzuki Celerio (170 units out of 285) closed out the table, relying on the rental channel for 60% of its sales.
10 top-selling vehicles to SA’s rental industry in January 2023
